WorksheetsInstruments (51-100)
Total questions: 50
Worksheet time: 25mins
During an approach to an autoland at 1500 feet:
off line channels are manually engaged, flare mode is armed
localizer is controlling the roll channel, off line channels are automatically engaged and flare mode is armed
localizer is controlling the roll channel, stabilizer is trimmed nose up and roll out is armed
provided both localizer and glide slope signals are valid LAND 3 will illuminate
What type of autoland system would be required for the landing to continue following a single failure below alert height?
Fail-soft
Fail-passive
Fail-operational or fail-active
Land 2 system
During an autoland the caption LAND 2 is illuminated. The system is:
fail-active or fail-operational
fail-passive
approaching decision height
requiring a crew input
During an autoland approach:
flare is engaged at 1500'AGL
localizer roll control is disengaged just prior to touchdown
flare is disengaged prior to touchdown at 5' GA
glide slope is the engaged pitch mode until 5' GA
In an autoland at 1000' AGL with two autopilots engaged:
the armed roll mode would be LOCALIZER
the engaged roll mode would be GLIDE SLOPE
the engaged pitch mode would be FLARE
the engaged roll mode would be LOCALIZER
If a fault develops in a triplex autopilot system during an approach, the system will revert to:
fail-passive and the landing may continue
fail control wheel mode
fail-operational
a manual disconnect
Central Air Data Computers (CADCs) transmit data concerning;-
airspeed, altitude and decision height
airspeed, altitude and Mach number
airspeed, attitude and Mach number
airspeed and altitude only
The autothrottle is used to control some factors during the three primary control modes; they are:
EPR, Mach and Speed
EPR, wheel and speed
EPR, Mach and altitude
EPR, wheel and altitude
During a CAT 2 ILS automatic approach, the source for altitude information is the:
basic altitude capsule stack
x
radio altimeter which becomes effective below about 2500 feet
mode comparator sensor
The type of automatic landing system which would necessitate a manual landing after a system failure during an automatic approach is:
fail-passive
fail-safe
fail-active
fail-operational
When localizer and glide slope are captured at 1500 feet during an automatic landing sequence, two other functions will be activated at the same time; they are:
touchdown mode and roll out mode
flare mode arm and touchdown mode
flare mode engage and roll out mode
flare mode arm and off line channels engaged
A fundamental requirement of a closed loop servomechanism is:
a stable reference device
an interlock control
a tacho-generator
feedback
Auto-trim is functional:
in the pitch and roll channel with the autopilot engaged
in the pitch channel only with the autopilot engaged
in the pitch channel only with the autopilot disengaged
in the pitch and roll channel with the autopilot disengaged
With the autopilot engaged in the Alt mode the Captain alters the barometric setting. The aircraft
maintains its altitude
changes its altitude in accordance with the change in pressure setting
switches barometric input over to the 1st Pilot setting
trips out of altitude hold
Autopilot synchronization in an aircraft:
requires that the interlocks are made before the autopilot will engage
ensures that, when the autopilot is engaged, the take-over is effected smoothly and without snatching on the control system
requires that the aircraft is trimmed out before the autopilot can be engaged
needs at least two alternators running in parallel
JAR 25 operational requirements for the installation of automatic pilot state that the system must have:
A. Automatic synchronization, B. Quick release controls on both control wheels.
Only statement A is correct
Only statement B is correct
Both statements are correct
Neither statement is correct
The control laws for an autopilot are known as:
normal law and emergency law
alternate law and direct law
normal, alternate and emergency laws
normal, alternate and direct laws
The autothrottle will come on automatically even with the A/T switch OFF when:
in a FBW aircraft the AoA reaches a critical value called floor
the AoA reaches the stalling angle
TOGA button is pressed
reverse thrust is selected in flight
The Ground Proximity Warning mode 5 provides a visual and audible warning to the pilot if the aircraft:
descends below 500 ft radio altitude with gear retracted
is below 1000 ft radio altitude and more than 1.3 dots below the ILS glide path
descends below 200 ft radio altitude with flaps retracted
sinks more than approximately 10% of accumulated altitude
The GPWS uses inputs from:
the radio altimeter, the ILS receiver, the Air Data Computers and the landing gear position indicators
the radio altimeter, the Air Data Computers, the landing gear position indicators and the flap position indicators
the radio altimeter, the Air Data Computers, the ILS receiver, the landing gear position indicators and the flap position indicators
the radio altimeter and the ILS receiver
GPWS mode one gives warning of:
excessive descent rate
height loss after take-off/missed approach
unsafe terrain clearance when not in the landing configuration
excessive terrain closure rate
GPWS, mode two operates between:
50 ft and 2450 ft AGL
50 ft and 1800 ft AGL
50 ft and 700 ft AGL
50 ft and 500 ft AGL
At what radio altitude is Mode 4 armed?
500 ft
700 ft
200 ft
790 ft
On receipt of a TCAS RA your action is to:
initiate the required manoeuvre immediately
make a note of the details
request a flight clearance deviation from ATC
do nothing until a TA is received
With reference to Traffic Collision Avoidance Systems. The difference between TCAS I and II is that:
TCAS II can provide Traffic Advisories and Resolution Advisories whilst TCAS I can only provide Traffic Advisories
TCAS II can only be fitted to large aircraft which carry more than 30 passengers whilst TCAS I can be fitted to any aircraft
TCAS I can be fitted to aircraft which carry transponders with Mode A only whilst TCAS II can only befitted to aircraft whose transponders include either Mode C or Mode S
TCAS II can only be fitted to aircraft which are equipped with EFIS
The aural messages provided by TCAS II are:
Threat, Climb; Threat, Descend
Climb left; Climb right; Descend left; Descend right
Climb; Descend; Increase Climb; Increase Descent
Turn Left, Turn Right, Increase Turn, Decrease Turn
With reference to Traffic Collision Avoidance Systems:
RAs may be disregarded only when the pilot visually identifies the potentially conflicting traffic and decides that no deviation is necessary and has the clearance confirmed by ATC
RAs may be disregarded only when the pilot visually identifies the potentially conflicting traffic and decides that no deviation is necessary and has advised ATC of the other aircraft's proximity
RAs must never be disregarded
RAs may be disregarded only when the pilot visually identifies the potentially conflicting traffic and decides that no deviation is necessary
An altitude alerting system must at least be capable of alerting the crew on:
1. Approaching selected altitude,
2. Abnormal gear/flap combination,
3. Excessive vertical speed,
4. Excessive terrain closure,
5. Excessive deviation from selected altitu
1 & 3
2 & 5
4 & 6
1 & 5
What is the GPWS mode 3 audible alert?
"don't sink, don't sink" followed by "whoop, whoop, pull up" if the sink rate exceeds a certain value
"don't sink, don't sink" followed immediately by "whoop, whoop, pull up"
"don't sink, don't sink" continuously
"Terrain, don't sink" continuously
What are the inputs to a modern jet transport aeroplane's stall warning system?
1. AoA,
2. Engine rpm,
3. Configuration,
4. Pitch and bank information,
5. Control surface position
6. Airspeed vector
1 & 3
1, 2, 3, 4, 5 & 6
2, 4 & 6
1, 3, 5 & 6
With an Engine Indicating and Crew Alerting System:
the secondary display will show continuously the engine primary instruments
the primary display unit will continuously show the engine primary instruments such as N1, N2, N3 and maybe oil pressure
the primary engine display will continuously show the engine primary instruments such as N1, EGT and maybe EPR
the primary engine instruments are N1, EGT and EPR and are on the primary and secondary display units
The display modes for the Engine Indicating and Crew Alerting System are:
operational, status and maintenance of which status and maintenance are automatic
flight phase related, advisory and failure related
operational, status and maintenance
operational, flight phase related and status
The Engine Indicating and Crew Alerting System alert messages are shown on the upper display unit in three forms:
Level 'C' are warnings that require immediate corrective action
Level 'A' are cautions that require immediate crew awareness and possible action
Level 'B' are advisories requiring crew awareness
and these messages appear on the top left of the upper display unit
An engine electronic system which in normal conditions of flight shows only the primary engine instruments is:
an EICAS system with EPR, EGT and N2 shown on the primary instruments
an ECAM system with the primary engine instruments displayed on the lower screen
an EICAS system with the primary engine instruments displayed on the primary screen, the secondary screen being blank
an ECAM system with the primary engine instruments displayed on the primary screen, the left screen being blank
The properties of a gyro are:1. Mass, 2. Rigidity, 3. Inertia, 4. Precession, 5. rotational speed
1, 2 & 3
2 & 4
2 & 3
1 & 3
Which of the following will affect a direct reading compass?
1. ferrous metals,
2. non-ferrous metals,
3. electrical equipment
1 only
1 & 3
1 & 2
all 3
The Machmeter consists of:
an airspeed indicator with Mach scale
an airspeed indicator with an altimeter capsule
an altimeter corrected for density
a VSI and altimeter combined
CAS is IAS corrected for:
position and instrument error
instrument, pressure and density error
relative density only
compressibility
A DGI has:
one degree of freedom & a horizontal spin axis
two degrees of freedom & a vertical spin axis
two degrees of freedom & a horizontal spin axis
one degree of freedom & a vertical spin axis
The torque motor of a gyro stabilized magnetic compass:
precesses the directional gyro
takes its input from the flux valve
moves the heading pointer
moves the Selsyn stator
A factor giving an error on a direct indicating compass would be:
crosswinds - particularly on east/west headings
parallax due to oscillations of the compass rose
acceleration on east/west headings
turning through east/west headings
An Air Data Computer (ADC) obtains altitude from:
outside air temperature
barometric data from static source
time elapsed for signal to travel to and return from the earth
difference between absolute and dynamic pressure
The Inertial Strap down Unit of an IRS is programmed with co-ordinates during alignment in order to:
establish the trihedron with reference to the earth
establish true or magnetic heading
check the function of the laser gyros
compensate for aircraft movement
At constant weight, regardless of altitude, an aircraft always lifts off at a constant:
EAS
TAS
ground speed
CAS
VFE is the maximum speed that:
the flaps can be operated
the flaps may be extended in the take-off configuration
the flaps may be extended in the landing configuration
the flaps may be extended in a specified configuration
Mach number is defined as the ratio of:
IAS to LSS
TAS to LSS
CAS to LSS
EAS to LSS
When turning through 90° at constant attitude and bank, a classic artificial horizon indicates:
nose up and correct angle of bank
attitude and bank angle are correct
nose up and bank angle too low
nose up and bank angle too high
To obtain heading information from a gyro stabilized platform, the gyros should have:
1 degree of freedom and a horizontal axis
1 degree of freedom and a vertical axis
2 degrees of freedom and a horizontal axis
2 degrees of freedom and a vertical axis
What are the inputs to the ADC?
1. OAT,
2. dynamic pressure,
3. TAT,
4. static pressure,
5. electric power,
6. pitot
1, 2, 5 & 6
all 7
3, 4 & 6
3, 4, 5, 6, & 7
A gravity erector system corrects errors on a:
DGI
artificial horizon
turn indicator
RIMC
